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Mooring – do it safeLY
A guide to prevent accidents while mooring
The guidance has been prepared in close
cooperation with the Danish Maritime Authority
and the Danish Shipowners’ Association
2
Thanks to
Sources:
Walter Vervloesem (Chairman IMCS)
A. P. Møller-Mærsk A/S
Dampskibsselskabet NORDEN A/S
TORM A/S
Royal Arctic Line A/S
Uni-Tankers A/S
The crew on board M/T Maersk Bristol
The crew on board M/V Evelyn Mærsk
Captain Gert Bjerre
Chief Officer Mikkel Reiter Kardel
Chief Officer Jakob Holm
2nd Officer Peter Strand
A.B. Stig Arend Rasmussen
Pilot Ivar Svane
Kalundborg Linesmen Aps
Marstal Navigationsskole
Svendborg International Maritime
Academy (SIMAC)
Mooring and Anchoring Ships Vol 1–2,
The Nautical Institute
Mooring Equipment Guidelines 3rd edition,
OCIMF
Effective Mooring 3rd edition, OCIMF
Mooring and unmooring (D101), Nautilus
International
Guidelines on minimum training and
education for mooring personnel, IMO
UK P&I CLUB Understanding Mooring Incidents
UK P&I CLUB Risk Focus Moorings
Mooring Accidents on board Merchant Ships
1997 – 2006, Division for Investigation of Maritime
Accidents, Danish Maritime Authority
Contents
Why guidance on mooring?
4
How to prevent accidents
42
1. Risk assessments
45
How to moor safely
10
2. Repairs and maintenance
57
1. Preparing for mooring
10
3. Near miss review
59
2. Running out lines
14
4. Instruction
65
3. Hauling in lines/Snap back zones
22
5.Safety culture and behavior
66
4. Using the drum/capstan
31
5. Using a stopper
32
Tools to improve safety culture 69
6. Spooling
36
Pre-arrival meeting – check list
70
Evaluation – check list
71
Instruction session
72
Safety culture session
74
Ongoing focus on the safety culture
75
Appendix76
Publisher: Seahealth Denmark
Responsible Editor: Connie S. Gehrt
Written & edited by: Søren Bøge Pedersen,
Seahealth
Eva Thoft, Grontmij
Illustrations: Lars-Ole Nejstgaard
Niels Knudsen
Photos: Walter Vervloesem
(Chairman IMCS)
Graphic design: martinsonnedesign
Printed by:
Grefta Tryk A/S
Illustrations p. 24 - 25 inspired by
Mooring and Anchoring Ships Vol 1-2
© Seahealth Denmark 2013, Copenhagen.
All rights reserved.
All trademarks acknowledged. Limited copying
permitted with acknowledgement of source.
ISBN: 978-87-92084-28-6
3
5
Mooring
Why guidance on mooring?
Why guidance on mooring?
Mooring is the operation performed first and
foremost by the deck crew as the ship reaches the
port – but it is also one of the most difficult, complex and dangerous jobs on board. Mostly things
turn out safely. But sometimes an accident occurs
and this usually has severe consequences.
Several cases have been reported in the past
about accidents during mooring operations and
many of them have led to severe injury or death
of seamen.
the pilot wants 3-2
at both ends
fine – like we
always do here
Accidents come unexpectedly
The worst case scenario is of course a crew
member getting injured. Accidents always happen
while you are unprepared, believing the operation
to be going smoothly and efficiently.
You think you are in control doing what you
always do while mooring and suddenly you are
in the middle of a situation you never thought
was possible with a major crisis to be managed
– immediately and afterwards.
10 minutes later
bridge!
bridge! first officer has been hit by a line.
it looks very bad.
One moment peace and quiet; the next, an accident strikes like lightning from a clear sky
4
Why guidance on mooring?
This guidance aims to help the ship management
and the crew prepare and plan a safer mooring.
It presents tools and knowledge focussing on how
to prevent accidents when mooring. But it is not a
catechism in mooring.
You will find many near miss examples in the
guidance. Use them to evaluate your own practice.
Could this happen on your ship?
The authors are fully aware of the limitations to
conducting a safe mooring operation due to poor
construction and design of the mooring deck and
arrangements. However, with the tools you can
improve the safety while mooring. By acting as a
team, being well prepared, knowing the risks and
looking out for each other, we believe you can
make a difference.
But first: Look at page 6. Here you will find a
drawing showing dangerous actions. How many
can you find?
Mooring
Who should read this?
The guidance is especially relevant for people in
the health and safety organization and members
of the ship’s management. They are the ones who
plan work, instruct their shipmates and ask the
shipowner for equipment and changes to the ship.
But ratings can also learn from this guide.
Mooring differs from ship to ship. Here we are
concerned with principles.
The material is divided into four sections:
•How to moor safely.
Introducing rules of thumb for safe mooring.
•How to prevent accidents.
Introducing ways of registering risks,
preventing accidents and creating a good
safety culture.
•Tools for a better safety culture.
•Appendix: Photos of poor or unsafe conditions.
ACCIDENT
CONSEQUENCE
The crew were in the process
of moving THE ship while loading.
The foreline suddenly parted since
no one had released the brake on
the poop winch aft
The line hit the head of a
seamaN, fractured his skull and
led to loss of hearing and vision
Reported accidents
5
Mooring
Why guidance on mooring?
Look at the drawing – how many risks can you identify? ______________
(The answer is on the next page)
I can’t
see what
you’re
saying
The underlying factors
Fatigue
6
Poor supervision
Recklessness
Poor training
Poor
procedures
Unspoken
accept
Why guidance on mooring?
Too busy
Stress
NOT understanding
the hazards
Mooring
Bad
Management
Management
radio
looses breadth toO young and
diSciplinE of view
unexperienced
7
Why guidance on mooring?
Mooring
16
26
21
4
15
2
5
25
20
1
3
9
13
12
11
10
19
17
24
27
14
6
7
22
23
28
29
30
31
18
8
1 Poor overview
2 Stopper breaks
3 Oil leak from winch – slip/injury
4 Too cold
5 Crossing line
6 Sea rising
7 Lines in mess on mooring boat
8Wires/ropes tight and slack/or different material, elasticity and breaking strength
9 Line thrown without telling docker
10 Strong current
11 Moving to and fro
12 Standing in a bight
13 Too many turns (on the drum)
14 Sitting on a line
15 Untidy lines
16 Wrong outfit
8
17 Mess on the quay
18 Line caught in fender
19 Telling off/bad communication
20 Lines lying too long in sun & water
21 Language confusion
22 Bad lighting
23Poor communication between pilot & captain
& tug
24 Line ‘singing’ before it parts
25 Wet paint
26 Unaware of risk, being in snap back zone
27 Standing on the line
28 Draught changed
29 Line comes off bollard – steep angle
30 Line round propeller
31 Several lines on same bollard
Why guidance on mooring?
Mooring
Reasons for accidents
Mooring, towing and hauling impose enormous
strains on lines, warps, gear and equipment and
major forces are involved. Therefore – take care
and think carefully when mooring – especially on
ships with structures that make it hard to oversee
what is happening. Also on ships calling at different ports the specific mooring arrangements may
differ considerably.
As humans we tend to believe that things are safe
if nothing happens. You might say that the norm
for what we believe is dangerous decreases over
time. Normally mooring goes well, but as time
goes by, the level of safety slowly declines. Maybe
you lose concentration, maybe you slacken your
procedures just a little bit, maybe you get a little
complacent. And then it suddenly happens – not
because of one factor but because of a number of
interacting factors.
Factors can be found in
•Equipment
• Work processes
• Crew qualifications
• Crew concentration
• Ship’s safety culture
•Weather
Preventing accidents is about reducing the
risks of those factors. The only parameter that is
hard to overcome in this respect is the weather.
In the next two chapters you can read about how
to moor safely and how to prevent accidents when
planning, training and building up a safety culture.
Three common reasons for accidents
•Seamen standing in bights or snap back zones and when lines part, those involved
are often injured.
•Insufficiently trained crew are used during mooring operations and they are often
seriously injured if something goes wrong.
•The person supervising the mooring is also involved in the operation and is unable
to carry out his role effectively.
9
Mooring
How to moor safely
How to moor safely
Although a routine job, mooring often involves
huge stress for the teams. There is often little time
to prepare, so it is important that all are involved
and fully aware of the limitations of the mooring
process and that all use their best efforts so that
the crew involved in mooring can act as a team.
In this chapter you can read about how to moor
safely and what to be especially careful about.
The principles described deal with ordinary
mooring.
10 rules of thumb
There are very few rules that apply to all
mooring operations, but the following dangers
should be absolutely avoided in any situation.
You can see the rules on the opposite page.
With these 10 rules of thumb in mind, it is
also important to remember basic seamanship.
Take the time to consider your own and your
shipmates’ work and the work of those who are
new or unfamiliar with the ship.
Overall, the mooring operation should have a
fixed rhythm and coordination, with crew both
fore and aft depending on each other. Timing is
often a vital factor when making fast the various
lines and if it is not done right the first time, it
can put safety at risk.
10
Ordinary mooring
The sequence of actions is given below:
1
Preparing
for mooring
2
Running
out lines
3
Hauling
in lines/Snap back zones
4
Using
the drum/capstan
5
Using
stoppers
6
Spooling
1 Preparing for mooring
Before the actual mooring begins, it is important
to be well prepared in every detail so that the mooring can be done efficiently, safely and without any
delays or disturbances resulting in mishaps. When
the mooring operation commences, everyone is
busy making the ship fast and there is no time
to begin talking about issues which should have
been done in advance.
As described earlier, mooring operations are high
risk operations. We must never assume that people
know the risks involved and the correct way to
communicate, etc. People are doing the best they
can and what makes sense to them in the context
that they are in. When an accident occurs, we
much too often hear and read: “Why didn’t they
know? Why didn’t someone stop the operation?
Why didn’t they take action sooner? How come
they didn’t see the risk?”. We have to make sure
every member of the mooring team understands
How to moor safely
Mooring
10 rules of thumb
1
Always wear the correct personal protective equipment (PPE), which is an important
part of proper preparation considering that PPE is the last line of defence.
2
Always consider whether you are in a snap back zone and never stand on either an
open line or a closed bight of line. Keep an eye out for all members of the team.
If you think they are in an unsafe position, alert them.
3
All operations need to be carried out calmly without rushing about. Rushing leads to
slips, trips and falls.
4
Never lose sight of what is going on around you and have an escape route from any
likely danger (that is, avoid being trapped against the bulwark or other obstacle when
a line parts).
5
Always put an eye onto a bollard or bitts by holding the eye either on its side or by a
messenger line to avoid getting fingers trapped against the bollard if the line suddenly
snaps tight.
6
Never heave blindly on a line when no one is watching what is happening at the other end.
7
Never try to be heroic by jumping onto a line that is clearly running over the side and
out of control as you are likely to go overboard with it.
8
Never run more than one line around a fairlead sheave as the lines chafe through
quicklier and the sheave is really only strong enough to take the load of a single line
under tension.
9
Never use any equipment that is obviously faulty. If you notice damage, then it should
be reported and an alternative arrangement for the mooring line used.
10 Never let go of a mooring line under heavy load without determining first why the load
is so heavy and then taking the proper precautions if it must be let go.
11
Mooring
How to moor safely
the operation in full, depending on the role and
position on board. Preparedness is a vital part of
avoiding mishaps.
In some ports, the mooring team is informed quite
late about which and how many lines are going to
be used and about the need for a tugboat.
This information is usually provided by the pilot,
who then informs the captain, who informs the
mooring teams fore and aft by radio. It is therefore
a good idea to carry out a pre-arrival meeting
(some call it a toolbox meeting) before the pilot
arrives so that alternative arrangements can be
discussed in good time without any rush.
A pre-arrival meeting makes you well prepared
Ask the following questions:
•Are all mooring gear and equipment ready for use and well maintained according to
the maintenance plan? (see chapter II and appendix).
•Has the mooring team read and understood the SMS procedure? If there are any gaps
between the procedure and the operational way of doing the mooring, this has to be
discussed and corrected.
•Is everyone instructed about the risk assessment and the latest near miss reports, if any?
•Is everybody aware of – and trained to identify snap back zones?
•Does everyone know how to communicate effectively between the mooring station,
bridge, engine room, pilot, tugboat and shore: what to say, when, by whom to whom?
In busy ports all communication should be prefixed with the ship’s name to avoid misunderstandings. Is it clear what is defined as unnecessary communication and how to avoid it?
•Are all walkie-talkie batteries fully charged and are spare batteries available? A selected
channel should be used with as little interference as possible from other users at the time of
berthing. Check that the mooring teams fore and aft can receive and transmit clearly on the
chosen channel.
At the end, you can find a check list you can use at the pre-arrival meeting and a list for evaluation
afterwards.
12
How to moor safely
Mooring
This is how we are going to do it.
Any questions??
Planning the mooring
ACCIDENT
CONSEQUENCE
A seaman was operating
a wire capstan when he
slipped due to a difference
in deck level
He twisted his back and
suffered subsequent pain
Reported accidents
13
Mooring
How to moor safely
2 Running out lines
When the ship arrives at the berth, the mooring
lines must be ready for running ashore. Running
out lines often involves major risks to the crew,
especially from getting caught in lines.
Be sure that someone keeps an eye on the mooring
lines and on what is going on both on board and
over the side, so that any problems are spotted
before they become serious:
• Apply control right from starting to pay out.
It can be downright dangerous to try to tread
on the line if it has started to run away under
its own weight. If it does, it is best to stand clear
and throw the eye at the other end of the line
over a set of bitts to prevent losing the entire
mooring line over the side.
• The crewman must stand on the correct side
of the line.
• The crewman must use suitable footwear, such
as rigger boots, if treading on the line.
5 important factors to control
• Excessive slack into the water near the propeller risks the line being caught up in the turning
screw. The line will then be violently hauled in by the propeller with the risk of injury to the
ship’s crew and damage to the ship’s fittings.
• Excessive slack onto a mooring boat creates handling problems for the boat crew and can also
foul the boat’s propeller.
• Excessive slack close to the quayside so that the line sags and gets caught under quayside
fittings, such as a fender or a ladder, and then cannot be properly heaved tight.
• Paying out too fast so that the increasing weight of the line suspended over the ship’s side
overcomes any restraint on the payout speed and the lines run out of control with the risk
of getting entangled with fittings on board or one of the ship’s crew.
• The payout being abruptly stopped when a line comes against a buried turn on a mooring
winch.
14
How to moor safely
Mooring
tell me when
you have
SECURED THE LINE
Make sure you have good communication with shore gangs
15
Mooring
How to moor safely
controlling the fibre mooring line
On ships up to a certain size, pressing down a fibre mooring line with a foot is a very
effective way of controlling its run ashore, provided that the crewman is experienced
and knows what is going on around him.
the wrong place to stand
is inside the mooring line
The crewman has the line behind him and
will be trapped between the line and bulwark
if the line starts to run out of control.
16
the right place to stand
is outside the mooring line
The crewman has the line in front of him and
can easily step back out of danger if the line
starts to run out of control.
How to moor safely
Mooring
Control payout by varying
the pressure on the line
Lead the line between the posts to increase
friction and ensure the line maintains a
constant angle to the fairlead
if the line is too heavy to control
by foot, use a capstan
If the line is too heavy to control by foot pressure, then take one or two turns around a
warping drum and then pay it out using an extra crewman to ease off turns around the drum.
17
Mooring
How to moor safely
Mooring line on storage reels
Do not run a line ashore directly from a reel
because it will tend to spin faster and faster with
the pay out due to the increasing weight of line
over the side, and from linesmen hauling on the
lines ashore.
The reel can be throwing line off faster than it is
being cleared from the ship and there is a big risk
of a bight getting entangled with the ship’s fittings
or one of the crew. Lines stored on reels should
have sufficient lengths for running ashore flaked
out on the deck.
BAD practice to run mooring lines straight off a storage reel
Line tension due to the weight of the line overside and the pull of the linesmen
18
How to moor safely
Mooring
NEAR MIS
S
Line boat lifted out of the water
During mooring operations and due to the incorrect operation of the winch by
the winch operator, the mooring boat to which the mooring lines were passed
was endangered when the lines were heaved instead of being slacked off while
the mooring wires were still made fast to the boat. The boat was partly lifted out
of the water.
Lines running away
On arrival, the deck crew were sending mooring lines ashore. The aft breast line was
going to be a long one, so part of the line was unreeled off the drum and flaked out on
the deck ready to run out by itself. During this, one crew member positioned himself
very close to the line on the deck so that when the line was running out, it hit the back
of his legs which led to a serious fall on the deck.
Real cases from www.nearmiss.dk
19
21
Mooring
How to moor safely
The best ways to avoid
accidents due to bights
of line are:
• The crew must at all times be aware of
where they are standing while handling
lines or when near them.
Caught by a bight
Watch out for bights. It is very dangerous to stand
in a bight of line or wire. It is extremely important
that competent personnel are used to operate
winches to ensure that mooring, towing and hauling
lines are not subject to sudden, excessive loads.
• The supervisor must concentrate on
others’ actions and should not get involved in operations as a working hand.
• Inexperienced crew such as cadets and
fresh ratings should only be allowed to
handle lines under supervision.
• Only the crew required should be
present at the mooring station. Persons
not actively involved in the mooring
operation (engine or off-duty crew
coming on deck) have often been seen
visiting the area of the mooring station.
So a restricted entry notice should be
posted.
• Sufficient deck hands are to be present
at the mooring station to perform the
operation smoothly.
ACCIDENT
CONSEQUENCE
A seaman was hauling in a
towing line. But the line got
caught in the PROPELLeR
He broke a finger
20
Reported accidents
How to moor safely
Mooring
Oops - I must
get away
Remember – bights do not allways look like bights
21
Mooring
How to moor safely
3 Hauling in lines/snap back zones
One significant risk when handling mooring lines
is snap backs, which is the sudden release of the
stored energy in a tensioned mooring line when it
suddenly breaks. When a line is loaded, it stretches
and there is thus a lot of energy in the line. If the
line then suddenly breaks, this energy is released
and the ends of the line snap back, striking anything in their path with tremendous force.
Snap back zones are deck areas where crew are
at risk of being struck by one of the broken ends
when a line has parted.
It is often impossible to carry out mooring operations without working in snap back zones. Therefore, the crew must be vigilant and recognize
when to step clear of a line coming under high
load, particularly if the ship is moving for some
reason. So it is good to know where the snap back
zones are on the ship.
By holding pre-mooring meetings with all the
personnel involved, you can prepare mooring operations in a proper way and in good time before
starting to moor. This would include a discussion
about any snap back zones for mooring lines, towing wires, etc.
NEAR MIS
S
Foreline broke and snapped back
After a short period of time, the line broke and its full length snapped back on the ship’s side.
One seaman tried to warn his colleague, but he could not hear due to the noise from the
thrusters. So he was walking over to his colleague at the same moment as the foreline broke
and snapped back. Fortunately he moved away from the ship’s side just in time to be safe.
Line snapping back hit both legs just above the knees
Following orders from the bridge, the AB handling the winch controllers was heaving on 2 aft/
breast mooring lines to bring the ship alongside when one of the lines broke close to the bollard
ashore and the line snapped back and hit the mate on both legs just above the knees.
Real cases from www.nearmiss.dk
22
How to moor safely
Mooring
Look out for snap backs
No professional seaman would stand under a
hanging net of supplies, a hanging container on
the move, or any other heavy object above. That
is the way we are taught and the way we work.
Although we may be confident about our maintenance program and have certificates for all lifting
gear, there is always a risk when standing below a
load.
The danger of standing in a snap back zone is just
as risky, maybe even more so as the lines or wires
used could be stressed by poor maintenance or
be under sudden tension due to a passing ship.
you wouldn’t stand here
so why would you stand here?
it’s just as dangerous
23
Mooring
How to moor safely
The drawings illustrate snap back zones in different set-ups.
The figures show the route OF the LINE
The killing force of a broken line
The area travelled by a parted line with enough
force to kill someone on its way is known as the
snap back zone.
If any line parts with a bang, then its broken ends
are moving faster than 690 knots which is the
speed of sound in air.
Use attached poster for training.
Mooring line parts at the overside fairlead
When the line parts at the capstan
24
How to moor safely
When the line parts at the capstan
Mooring
When the line parts at the roller
When the line parts at the overside fairlead
25
Mooring
How to moor safely
Snap backs when hauling the ship
When moving a ship along the quay, more lines
are to be used simultaneously than when coming
alongside or letting go, so the lines should be led
through the fairleads that minimize the hazard
area on deck.
The drawings below show a high and a low arrangement for heaving two head lines whilst paying
out a forward spring at the same time.
It is impossible to work the lines without the crew
standing in such large snap back zones.
26
How to moor safely
Mooring
The crew can work the lines without
standing in the snap back zones.
27
Mooring
How to moor safely
The best ways to avoid
being hit by broken lines
•Keep a close eye on your workmates and alert them immediately if any of them are in
a snap back zone.
•Treat every line under load with extreme caution and remember to stay clear of the
potential path of a snap back.
•Experience shows that the first lines ashore, such as spring lines, have the greatest
potential of breaking as they are the only lines holding the ship. So be extra aware
where you stand when handling the first line.
•When lines are subject to a straight pull, the snap back zone is minimal, but if the lines
are angled round a bollard or roller, then the snap back area increases.
•The crew performing the operation must be thoroughly trained and qualified to appreciate
snap back zones. This could be done by a constant focus at pre-arrival meetings and in
risk assessment processes.
•Be aware of the risk of a line snapping back onto the deck if it parts outboard of the
ship’s side, particularly if the deck is protected only by open railings.
28
How to moor safely
Mooring
crewmen are clear of the danger zone
danger zone
When crew are properly trained and know the hazards of being in snap back zones, they can
prepare and take their precautions for NOT being in the danger zone. In the above illustration,
the crewman tailing onto the line has taken it around the pedestal fairlead to hold on whilst standing
clear of a danger zone based on the snap back zones for the line parting at either the windlass drum
end or the overside fairlead.
29
Mooring
How to moor safely
Painting snap back zones
Painting the snap back zones on deck is a good
idea if the vessel always moors alongside in the
same way and uses the same set-up. This is
especially so for ferries always plying between
the same terminals. But the markings must never
stand alone.
For commercial vessels which have to moor alongside under different conditions and circumstances,
their mooring set-up may vary and if you want to
cater for all different scenarios, you would actually
have to paint all around the different bollards/
rollers etc. If snap back zones are permanently
marked on the deck, there is a risk of the personnel
involved not being so vigilant when a change does
take place.
For example, you might have a fixed mooring set-up
but in case a mooring line parts during mooring
operations, it may be necessary to quickly pay out
an alternative line from another location and then
this substitute arrangement might not be covered
by the snap back zones painted on the deck which
could be a hazard. Moreover, after some time,
people start to look at the snap back zones as
decoration, whereas pre-mooring meetings keep
people alert.
ACCIDENT
CONSEQUENCE
During departure operations, orders were given to
single up. When the lines were
clear of the bollard, the winch
was put on ”automatic” and THE
lines WERE heaved back on deck.
Suddenly one of the lines got
caught between the winch
and the winch drum due to
too many turns.
A crewmember got his
hand caught by the line
when trying to free the
line. He suffered swelling
and minor abrasion.
30
Reported accidents
How to moor safely
Mooring
4 Using the drum/capstan
Keep a safe distance when using a drum or capstan.
There is a great risk of hands and fingers getting
caught between drum and line.
No more than four turns should be taken over the
warping drum end. If too many are applied, then
the line cannot be released in a controlled manner.
The frictional heat generated by a synthetic line
slipping can melt fibres locally where they are in
contact with the drum, which can cause the line to
momentarily bind to the drum. The crewman will
find the line starts to jump in his hands. If the line
starts surging, it will be damaged as it melts and it
may stick to the drum or bitts and jump with a risk
of injuring people nearby.
,
Drum parts that do not come in contact
with the line can be painted, but the central
working part of the drum or capstan must
be kept free of paint, rust or grease. Drum
ends should be smooth and coated with
a thin layer of boiled linseed oil or other
approved synthetic liquid for protection.
Watch out for your fingers – don’t get too close
31
Mooring
How to moor safely
5 Using stoppers
Too many accidents have happened while using
stoppers. The operation where you connect the
stopper to the line should be done very quickly
since the whole tension is transferred to the stopper and things can quickly go wrong if too many
snags arise.
If too many turns have been made on the drum or
the line has burnt itself into paint, this can cause
precisely the kind of delay that makes the stopper
part and an accident happens.
Heaving in a loose line makes the other lines
slack off, thus transferring the whole load onto
the stopper which then parts as a result.
If the stopper is placed too close to the bitts, the
tension can disappear when taking the line off the
barrel. If that happens, the operation will have to
start all over again.
The illustration shows the procedure.
Stoppers
It is vital that the correct stoppers are used with the appropriate mooring lines.
Stoppers should not be left on mooring lines once they have been made fast to the bitts.
A stopper used on a fibre line should be about two metres in length or either single or
double rope with a significantly smaller diameter than the mooring line and with an eye
at the one end securing it to an eye pad either on the bitts or on the deck close by.
The ideal line for stoppers should:
•Be made from synthetic fibre rope
•Be very flexible and its size should be as small as possible
•Be made from a high melting point material, such as polyester or polyamide
•Have a combined strength equal to 50% of the breaking load of the mooring line on
which it is to be used
32
How to moor safely
Mooring
TO OVERSIDE
FAIRLEAD
at least 4 crisscrosses
to capstan
or drum
end
How to do
The stopper is poorly aligned with the mooring line because it is too close to the bitts
The mooring line is heaved as much as possible in line with the stopper before it is
taken off the drum end or capstan and made fast to the bitts
33
Mooring
How to moor safely
NEAR MIS
S
a line tightenIng up and destroying gear
When the aft spring was to be heaved in, the linesmen released the spring and
turned their backs and allowed the line to drag along the quay. The spring got
snagged on a corner of the wooden piling of the quay and the line snapped
tight. The officer who was watching the mechanic and trainee by the winch
on the opposite side only managed to release the remote control but not to
press the emergency stop when he heard the line tighten. The line managed to
tighten so much that a 350 mm long 100 mm dia. pipe angle iron from the fore
bitts was torn off. The approx. 2 – 4 kg angle iron first hit the fairlead roller and
was then thrown towards the winch.
Real cases from www.nearmiss.dk
34
How to moor safely
Mooring
NEAR MIS
S
Parting stopper
When tightening the 3rd line during mooring, the whole load from the two lines
transferred to the barrel. When the stopper had been set and they wanted to
transfer the line to the bitts, the seaman (1) standing by the stopper called out
that there was too much tension and we should stand clear. Seaman (2) stood
with his back to the bitts and was in the process of taking the line off the barrel
and could not hear his shout. When the stopper parted, the line hit the barrel
and hit the middle finger of seaman (2)’s right hand.
Apparently, the 3rd line had been heaved so tight that it had taken the whole
load from the other two lines. This was not discovered until the stopper had
been set, which resulted in the stopper taking the load for the whole fore part
of the ship.
The stopper was not completely new, but no wear or damage was detected on
it. But the stopper failed at the metal hook.
It is emphasized that line 3 must not be heaved so tight that it takes the whole
road from the two fixed lines and it must be ascertained that the stopper can
hold before taking the line off the barrel of the winch and making it fast to the bitts.
Real cases from www.nearmiss.dk
35
Mooring
How to moor safely
6 Spooling
On departure, crewmen should be very careful
when retrieving the lines aboard again safely and
securely. At this point, there is still a considerable
risk of being caught by line or getting hit by parted
lines. It is very important that spooling is done
correctly so the lines are properly laid onto the
winch ready for the next mooring operation.
The angle of the line onto most mooring winches
does not automatically change to lay each new
turn immediately next to the previous one when
a line is hauled in. The line tends to randomly
Good spooling
Each turn lies neatly next to the previous one
36
pile up in one section of the barrel unless each
turn is laid next to the previous turn as it comes
onto the barrel. The line will lie better on the barrel
if it is spooled slowly with some hold-back tension.
In bad spooling, riding turns trap the line in gaps
in lower layers. This will cause problems when the
line is being run out to the mooring gang ashore
the next time the ship comes alongside. Poorly
spooled lines should be manually re-spooled
properly before each berthing.
How to moor safely
Mooring
Poor spooling can lead to
•A poorly spooled line may not fit onto the barrel and the pile up of turns can collapse.
•Parts of the line can slip down between the gaps between underlying previously poorly
spooled turns and become trapped.
•Trapped turns can be damaged by being crushed if the overlying riding turns later tighten up.
•They can also cause problems for the mooring gang taking the lines ashore, because the
line will pay out erratically and may even snag as it is being run ashore. A winch can actually
start to pick up whilst turning in the pay out direction after encountering a trapped turn.
This is particularly difficult when lines are taken ashore by a mooring boat, as the boat will be
pulled up short by the line if the pay out has to be stopped due to a buried turn.
Poor spooling
The line is not guided onto the barrel so it all piles up randomly in one place
37
Mooring
How to moor safely
ACCIDENT
During departure, a 3rd officer injured the fingers on his left hand. The fingers got
crushed between the tug’s line and the vessel’s fairlead when trying to let the tug go.
The pilot had requested the master to let the tug go and the master in return
requested the 3rd officer to cast off the tug’s line. The tug was made fast on the
starboard quarter on the forward-most bollard through the second fairlead.
The tug wanted to use the forward fairlead to avoid having to work under the
“shoulder” of the vessel’s hull. After the tug slacked off the line, the 3rd officer
tried to pull the tug’s line inboard manually so the winchman could let go the line
from the bollard.
The 3rd officer was standing very close to the fairlead when he tried to heave in
the line. The tug’s line suddenly and unexpectedly tightened up. The 3rd officer
did not let go the tug’s line in time, resulting in his left hand being crushed between the fairlead and the tug’s line.
38
How to moor safely
Mooring
Immediate causes of the incident:
•Sudden tension
•The 3rd officer was working too close to the fairlead
•The tug operator did not pay attention to
keeping the tug line slack
Underlying causes of the incident:
•Crew from the aft station went to the bridge
to relieve the helmsman
•Poor judgment by the tug handler
•3rd officer’s lack of experience in mooring operations and awareness of
potential hazards
•A bollard was used from which it was not practical to use a winch to handle
the tug line
Root causes of the incident:
•Lack of communication from tug to pilot when the tug was still in the process
of positioning itself
•Insufficient crew when letting go the tug
•Officer in charge did not have a complete overview of the crew’s tasks and
communication in general was poor
39
Mooring
How to moor safely
NEAR MIS
S
While the aft station was unmooring, a crew member’s fingers got caught between
the tug’s line and the bitts when the tug begun pulling on the line without confirmation that the line had been made fast on board.
Real cases from www.nearmiss.dk
40
How to moor safely
Mooring
CASE
Two seamen were heaving a
mooring line. They had not
coordinated their work and
one suddenly let go. The line
kicked back and hit the other
one hard on his shoulder
He suffered tendon damage
to his shoulder (causing
long-term problems and
pain in his shoulder)
Reported accidents
41
Mooring
How to prevent accidents
How to prevent accidents
On some ships, accidents associated with
mooring seldom occur. Why is that?
What do they do on board on those ships?
we know
the risks of
mooring
42
i keep my
crew briefed on
every change
Here you can read about what they do and
what we recommend you to do on your ship.
we grease,
check and
turn
we regularly
check lines
we are
taught and
trained
How to prevent accidents
What those ships have in common is that
they consciously do the following:
we keep an extra
eye on new
shipmates
we learn
from our
near misses
I direct
and have
oversight
Mooring
1 Risk assessments
2
Repairs
and maintenance
3
Near
miss reviews
4
Instruction
(training)
5
Safety
culture sessions
we are
not tired
we alert
each other
43
Mooring
How to prevent accidents
We know the risks of mooring
44
How to prevent accidents
Mooring
1 Risk assessments
A risk analysis helps you identify risks you may
come across on board when mooring.
Follow the process described here and use the
poster included with this guidance as a guideline
and pattern for your joint risk assessments.
45
Mooring
How to prevent accidents
Step 1 – Mapping
what are the
hazardS when
mooring?
Identify the hazards. Call everyone in for a
mapping session on deck at the mooring gear.
Then, think about each individual work
process that you go through when mooring
and decide whether there are any hazards.
Just to get your thoughts and imagination going
a little, consider taking the drawings from pages
6 and 7 with you to show what might happen.
46
Note down every hazard on a piece of paper.
See the Appendix showing examples of poor lines
and equipment.
How to prevent accidents
Mooring
Step 2 – Assessment
where do we put crushed fingers and hands?
the probability
for the risk of
working mooring
winches should be increased
since we had a near miss last
month when a line broke
Go back to the office and assess the hazards. Use
the poster attached to this guide onto which you
can affix all the hazards.
Then prioritize which risks you intend to do
something about.
Assess each hazard according to danger and
probability. Then stick the note onto the square
that it matches.
47
Mooring
How to prevent accidents
Step 3 – Action plan
What’s to be done? Who does what? Inspect the lines regularly. Mark the snap back
zones. Deck to be non-slip treated. More light on the forecastle. New radios.
Tidy up on deck.
Have a meeting where you can talk through
possible solutions to reduce the risks.
48
How to prevent accidents
Mooring
Step 4 – Risk assessment document
so folks, our risk assessment document is ready. I’ll print it out so you can see if you agree.
An officer should produce a document comprising
what you have decided. Afterwards it should be
passed on to all the relevant people, who have
helped identify the risks and those who take part
in mooring operations.
The document could also be used to tell other
crews what has been done and decided on since
they were last on board.
Use the programme ”Health and Safety at Sea”
from Seahealth.
Then use the document to remind you of what
you have decided to do, and do just that.
49
Mooring
How to prevent accidents
Step 5 – Follow-up
Now let us check that we have actually done
what we decided.
The officer should regularly check whether what you have decided is actually being done.
50
How to prevent accidents
Mooring
The most common risks in mooring
Equipment:
•Use of old, damaged wire
•Poor equipment
•Poorly designed mooring system
•No overview of mooring area
•Hazard/tripping risk sites not highlighted
Work processes:
Lack of communication and planning
Poor wire/line handling
Crew qualifications:
•Lack of knowledge about the hazards
of the job
•Unclear instructions
•Lack of information
•Lack of supervision
(supervisor involved elsewhere)
•Small, untrained deck crew
•Ineffective on-board mooring training,
without identifying and understanding
the dangers associated with snap back
zones
Crew concentration:
•Stress and fatigue
Ship’s safety culture:
•Procedures not followed
•Shortcuts taken
•Standing in the wrong places
(in the snap back zone)
•Standing/walking on a bight
•Walking over a wire
•Quick mooring versus safe mooring
•No risk assessment process prior to
mooring operations
•Cluttered mooring area
•Cluttered deck
Weather:
•Icy, slippery deck
51
Mooring
How to prevent accidents
We regularly check our lines
52
How to prevent accidents
Check lines, wires and stoppers
The great danger in mooring is broken lines and
wires. That is the reason why the lines, wires and
stoppers used in mooring operations must be
in good condition. Lines should be frequently
inspected for external wear as well as wear between strands. Wires should be regularly treated
with suitable lubricants and inspected internally
and externally for deterioration and broken
strands. Splices in lines and wires should be
inspected regularly to check they are intact.
Mooring
Take care that paint, chemicals, or any other shipboard or general cleaning items are not applied
to spare mooring lines, wires and links. Is spare
mooring equipment stowed clear of the deck,
preferably on a pallet and kept dry and ventilated? If mooring lines and wires are stowed on deck
during sea passages, they should not be exposed
to sunlight, sea spray or funnel soot. We suggest
using canvas or heavy duty polyethylene covers to
prolong the life of lines/wires.
These
lines are
not good
at all
53
Mooring
How to prevent accidents
Different kinds of line, different strength
The most important factor governing a line’s
strength and elasticity is the material it is made
of. Natural fibre is weaker and more prone to
rot than synthetic fibre. There is a wide range of
different types of synthetic line available from
various makers.
The main materials used for mooring lines are
shown in the figure on the opposing page – and
also the Minimum Breaking Load (MBL) for each
material compared to steel wires. MBL figures
refer to a new line being pulled straight, but the
MBL may be less for other configurations.
Certificates and logbook
It is important to have a certificate for all lines and wires used for mooring. Crew need to
know what kind of lines are on board to prevent them mixing different kinds of line when
operating.
So it is good practice to label the certificates clearly and keep them in an easily accessible file
ready for inspection.
54
How to prevent accidents
Mooring
Characteristics of each kind of synthetic line,
compared to steel wire with the same diameter
HMPE
• High Modulus Polyethylene, Dynema,
Spectra
• Similar to steel for strength and stretch
• Light, floats on water
• Melting point 150°C
Aramid
• Kevlar
• 75% as strong as steel wire
• Heavier than HMPE and does not
float
• Melting point 425°C
Polyester
• Dacron, Terylene
• 30% as strong as steel wire
• Heavier than HMPE and does not
float but is flexible and durable
• Melting point 250°C
Polyolefin
• 30% as strong as steel wire
• Light, floats on water
• Melting point 170°C
Polyamide • Nylon
• 30% as strong as steel wire
• Does not float, stretches more readily
than other fibres
• Melting point 215-250°C
Polypropylene
• 60% as strong as polyester
• Floats, reasonably durable and cheap
• Melting point 165°C
MINIMUM BREAKING LOAD
120
100
STEEL WIRE
80
HMPE
60
ARAMID
40
POLYESTER
POLYOLEFIN
20
0
POLYAMIDE
POLYPROPYLENE
TYPE OF LINE
55
Mooring
How to prevent accidents
We grease, check and turn
56
How to prevent accidents
Mooring
2
Repairs
and maintenance
It is important to follow the manufacturer’s maintenance program and carry out routine inspections on board. Doing regular maintenance means
equipment lasts longer. Fewer accidents happen,
giving considerable savings since any major trouble
that might be developing will be detected at an
early stage.
Equipment should be regularly inspected for
wear, damage, corrosion and being out of true.
A program of maintenance and inspection may
help to prevent such failures or alternatively
identify potential failure at an early stage, meaning
that repair is a relatively simple matter rather than
a major task.
It is important that all grease nipples are free,
working correctly and have not been painted
over. To ensure that each part of equipment is
greased, it may help to highlight or number each
nipple and record the details on a plan. It is a
good idea to highlight them in order to prevent
them from being overlooked.
Anti-slip surfaces Treat surfaces to make them anti-slip to help
prevent you from falling.
Anti-slip
Mixing sand, or an approved non-slip aggregate,
into the paint prior to application can be a very
effective way to help reduce mooring accidents.
Anti-slip surfaces
Anti-slip surfaces can be achieved in three ways, by:
• Using special anti-slip paint
•Using normal paint and strewing fine sand over it while still wet
• Welding naps onto the deck plating
57
Mooring
How to prevent accidents
We learn from our near misses
58
How to prevent accidents
3
Near miss review
The content and good advice in this material is
based on seafarers’ many years of experience of
mooring and accidents. But this experience and
advice is general. The best learning and advice is
for your own ship and crew.
So it is a good idea to learn from accidents. Fortunately they seldom occur, but that also means
that you seldom have something to analyse and
learn from.
Mooring
And this is what makes near misses interesting.
A near miss is an event that could easily have
developed into an accident – but did not.
If we use the metaphor of an iceberg, the tip
represents serious accidents requiring medical
treatment and leading to deaths. These kinds of
accident happen rarely. But near misses happen
much more often – and are represented by the
part of the iceberg below the water.
serious accidents seldom happen
near misses happen
much more often
The same underlying factors lead to a near miss and an accident
59
Mooring
How to prevent accidents
The point is that the unsafe factors leading to a
near miss are probably the same as those underlying a serious accident. If you learn from your
near miss and eliminate the factors that led to it,
you can eliminate many of the factors that could
lead to an accident. This is the reason for taking
near misses seriously.
Behind a near miss you can find a series of factors
which are potentially risky. It is a good idea to
register near misses and analyse them. They can
reveal much of what we need to know about why
accidents happen.
Remember
Reviewing a near miss goes hand-in-hand
with risk assessments.
If a near miss does happen, you need to update your risk assessment with new input,
make new procedures and inform the crew.
60
Of course, a near miss needs to be out in the open
for others to learn from it, which requires a good
safety culture underpinned by trustworthy dialogue
and a sense of fair play. Experience shows that
by working with near miss reporting, we not only
learn a lot that can prevent the situation from repeating, but the whole safety culture gets a boost.
It does so because we get better at spotting and
observing unintended events and conditions, for
the benefit of our colleagues and shipmates, the
ship and the company.
How to prevent accidents
Behind every near miss you will find many unsafe
conditions and actions. For instance:
Things you can see:
• Worn-out lines and wires
• Bad, slippery surfaces
• Bad lighting
• Bad general view
• Fairlead roller rusted solid
Things you cannot see:
• Bad communication
• Fatigue
• Lack of training, experience, knowledge
• Misunderstandings
• Recklessness
• Lack of information about changes
• Lack of standard procedures
Mooring
Analyse – and get wiser
Whether it is an accident or a near miss – use the
same method and approach to understand why it
happened.
Trace the process backwards with those involved
•
•Investigate how multiple issues, situations and
actions interacted to cause the incident
•Find the background and complication of the
actions that were taken
•Ask why and what until you know enough
about the incident to plan preventive actions.
•Remember to be inquisitive, not prejudicial,
when asking questions; otherwise you will
learn nothing
If you constantly share knowledge and experience
about near misses, you can all together take action/initiatives to prevent accidents. At the same
time, you help strengthen safe behaviour and the
awareness of each crew member.
ACCIDENT
CONSEQUENCE
The crew were in the process
of moving the ship alongside
the quay when a line caught
on a bollard
A seaman’s knee was injured with
a lesion to his cruciate ligament
Reported accidents
67
61
Mooring
How to prevent accidents
How to analyze the near miss
– A DIALOgue ABOUT “what and why?”
Asking what happened and – most importantly – why it happened
will help you identify many factors that led to the near miss?
?
!
Why did this happen?
Why did this happen?
The line parted
The winch was set
too high for the
minimum breaking
load of the line
Weather and oil had
ruined the line
There was a big swell
from a passing vessel
The seaman was nearly
hit by a broken line
The seaman stood in
the snap back zone
Missing light made
the seaman stand in an
unsafe place
The seaman was not
aware of the risk of beeing
in the snap back zone
The seaman’s VHF was
broken and he did not
hear the last instruction
from the bridge
Mooring set-up created
a big snap back zone
62
How to prevent accidents
A Near miss EXAMPLE
Imagine that you are on the foredeck when
mooring. A line breaks and slices through the
air just 30 cms from the head of a seaman
who is busy paying out a line through a hawse
pipe. If the seaman had been standing 30 cms
closer, he could have been killed or very seriously injured. In a near miss situation like this,
you might just wipe the sweat from your brow
and say “thank goodness nothing happened”
and continue working.
Mooring
Then ask yourself if someone has to die or
be seriously injured before we learn anything.
Why did the line actually break? What do we
need to do to find out? Is there something we
have not talked about?
Consider holding an inquiry, inviting everyone
involved in mooring for an extraordinary safety
meeting to find out how such a “deadly” near
miss could occur. By being curious and talking openly about the near miss event, you can
identify many of the factors that led to it.
Why did this happen?
No time to check gear
before mooring
Poor maintenance
Why did this happen?
The procedure was
unclear and the crew
were unaware of the
risk assessment
Poor instruction
and planning
First officer just arrived
and poorly trained
Most of the crew were
tired and stressed
New unknown port
63
67
Mooring
How to prevent accidents
We are taught and trained
64
How to prevent accidents
4
Instruction
Ensure that everyone on board knows, and is confident with, how you moor on your ship.
If there are any inexperienced persons on board,
you must train them in mooring operations.
All new crew on board should have thorough instruction in how you moor your ship. And if a seaman has little experience, instruction should be
even more thorough. Instructors need to ensure
that all important messages are understood.
The best way to learn new things is to train other
Mooring
people, the second best is to do it yourself. The
diagram below shows the kind of instruction we
learn best from.
Lack of hazard highlighting or warning markings
Highlighting hazards is particularly important
for the safety of crew who are new to the vessel
– cadets and other trainees and visitors. It is also
important for the benefit of experienced crew
who may easily become complacent, tired, or too
busy in their work to notice a hazardous situation
developing.
how much do you remember after 24 hours?
so get it!!!
well, well. what’s
wrong with a good
lecture from a
good book?
The best way to learn is to do it yourself. Bear this in mind when instructing other people
65
Mooring
5
How to prevent accidents
Safety culture and behavior
When we talk about the safety culture, we mostly
talk about behavior. What kinds of action are OK,
which are not.
I keep my crew
briefed on every change
66
Does the behavior of the crew create dangerous
situations or is there something that prevents
individuals from interfering if they discover something unsafe?
We keep an extra eye
on new shipmates
How to prevent accidents
Mooring
Safety culture can be described as “the
way we work on board when nobody is
watching us”
I give directions
and have oversight
We are
not tired
We alert
each other
67
Mooring
How to prevent accidents
Seamen on a vessel with a good safety culture do
more than they are required to do. They identify
unsafe situations, alert each other and are always
on the lookout for ways to improve the way they
work to promote safety and avoid accidents. Sharing information and learning from near misses is
an integral part of their safety performance. Not
only to comply with safety rules, but because they
are committed and because safety makes very
good sense.
We are often not aware of our (safety) culture –
that is what is so special about it. It is unspoken
and more or less invisible – but if someone does
something that a culture does not allow, you
notice it.
That is why it is a good idea to try to raise its
visibility, otherwise you cannot assess whether
it is safe or unsafe.
ACCIDENT
CONSEQUENCE
A seaman was paying out a
mooring line when it suddenly
snapped tight
He crushed a finger so badly it
had to be amputated later
Reported accidents
68
Tools TO IMPROVE safety culture
Mooring
Tools to improve safety culture
• Pre-arrival meeting check list
• Evaluation check list
• Instruction session
• Safety culture session
• Ongoing focus on the safety culture
69
Mooring
Tools TO IMPROVE safety culture
Pre-arrival meeting – Check list
(Stop, observe, think and decide)
No. Focus point
1 Are mooring deck and – arrangement, gear and equipment ready for use?
2 Is everybody familiar with the latest risk assessment?
Otherwise, read it out loud and ask for questions.
3 Have you had any mooring accidents or near misses?
If so, what to do to avoid it happening again?
4 Any changes relating to gear or equipment since last mooring that you
need to talk about?
5 Is there anything special about this mooring?
6 Do you know how to communicate (language/hand signals/radio)?
7 Do the persons who control the winches have the necessary view during
the operation? Any blind angles? How do you deal with it?
8 Imagine the snap back zones as they become apparent during the operation
with the lines in use. Where should you “watch out” and in which sequence?
9 Are there any subjects related to the procedure that you need to discuss?
10 Do you have any new crew members who need special attention?
11 Who controls the winches, the lines and in which sequence?
12 Which anchor do you have to prepare?
13 Are the throwing lines ready and in good shape? If an “air gun” is used for
throwing the line, is it ready and is the line in good shape? Do you have
an extra air cylinder, if needed?
14 If remote control is used for the winches, are the batteries charged?
15 Are the batteries for the radios charged?
16 If a tugboat is used, which line is used?
Prepare a special risk assessment for the use of tugboats.
17 Which side is coming alongside? Anything relevant to inform about?
18 Do you know how many lines are used?
Go through a mooring plan step by step.
19 Do you need to use lines you normally don’t use? Strength? Elasticity?
a. Do the extra lines create extra snap back zones you need to discuss?
b.Which rollers and fairleads are going to be used?
20 Is everyone prepared and does everyone know their tasks?
70
X Remarks
Tools TO IMPROVE safety culture
Mooring
Evaluation – CHECK list
(Review the latest mooring and plan the next)
Take a few moments to review the operation to find out if anything could have been done more
effectively and more safely.
No. Focus point
1 What seemed to work well?
Remarks
2 What can we improve the next time?
3 Should we mark snap back zones on our vessel?
4 Should we have training lessons in identifying snap back zones?
5 How experienced are the crew members involved?
6 Have recent incidents been considered?
7 Could we improve the communication between deck and bridge?
8 Do we have any language issues that we need to discuss?
9 Do we have any fatigue related issues?
10 Where and how do we discuss lessons learned and ideas for improvement?
11 How do we as a team ensure that action is taken on lessons learned?
12 Do we improve our SA based on the lessons learned?
13 What prevents us from being 100% safe during mooring?
14 What can we do to change that?
71
Mooring
Tools TO IMPROVE safety culture
Instruction session
1
Reading matter (read)
Give the new deck hand something to read about mooring. It would be best if you
have something that exactly describes the mooring procedures on your ship. Ideally,
the reading matter should include a description of:
•The equipment that you have on board
•The equipment and issues in the ports you call at if you are on a fixed route
•The procedures you have on board for duties and assignments
•The ground rules of communication
•The risks
•The accidents and near miss you have had
If possible, supplement with film of mooring.
Best of all, a film of your own mooring procedures.
2
Oral/practical instruction
On the basis of what they have read, review: (lecture)
•The procedures you have on board for duties and assignments
•Ground rules of communication
•Risks – consider using the illustration from pages 6 and 7.
•Accidents or near misses you have had
•The equipment you have on board
•Equipment and issues in the ports you call at if you are on a fixed route
Gather at the mooring station on board and demonstrate how it all works (demonstration)
Ensure that the people you instruct have the opportunity to ask questions.
Consider asking them for good suggestions about how various risks could be avoided.
(discussion).
Try asking those you are instructing to review the equipment, procedures and communication for themselves so that you know how well they have understood it all. If possible,
also select various tasks and ask them to give a practical demonstration (exercise).
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Tools TO IMPROVE safety culture
3
Mooring
Assessment
After the first time new crew have taken part in mooring, you should assess how it went
and deal with any questions/issues.
4
Instructing shipmates
Ask those you instructed last time to instruct the next hands to arrive – under your
supervision (instruct others).
ACCIDENT
A seaman was in the process
of belaying the towing line.
But the line got caught in
the propeller and his leg got
trapped
CONSEQUENCE
He injured blood vessels
and nerves in his leg
Reported accidents
73
Mooring
Tools TO IMPROVE safety culture
Safety culture session
for use at a meeting of the safety committee or a meeting of the entire crew
1
Preparation
•Make copies of the illustration on pages 6/7 for all crew present
2
Identifying dangerous situations
• First, everyone present should sit and think for themselves about the situations that
could arise on board
• Then they should jointly note down all the situations that could occur on the ship
• Then they should mark situations where behavior makes a difference
• Situations where behavior is important should then be written down for everyone to see
3
Discussion
• What behavior leads to dangerous situations?
• What are the reasons for this behavior?
- Attitudes
- The demands of the job, e.g. being busy
- The equipment
- Other issues
• Could any of these issues be removed or changed?
• Who could do something?
- The individual
- Safety commmitee
- Officers
- Company
4
Summing up
•How can we help each other to behave more safely?
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Tools TO IMPROVE safety culture
Mooring
Ongoing focus on the safety culture
To make the crew on board remember things and to get their commitment, you could start
an ongoing discussion on:
• “What dangerous actions do we not accept on board this ship?”
• “Which actions do we take to prevent accidents?”
You can hang up two blank posters in the office or mess – one for the actions you will not
accept and one for preventive actions. Everyone can then use them to write down their
answers to the two questions.
From time to time, members of the safety group should consider and discuss the comments
on the poster, such as: “Haven’t we missed out stepping across the line?” or other missing
issues.
ACCIDENT
CONSEQUENCE
A seaman jumped down
onto the quay when
mooring and landed badly
He fractured his tibia
Reported accidents
75
Mooring
appendix
Appendix
Examples of poor and unsafe conditions.
Source:
Mooring and Anchoring Ships Vol. 1 / 2,
The Nautical Institute
Photos: Walter Vervloesen (Chairman IMCS)
Special thanks to the Nautical Institute and Walter Vervloesem.
76
appendix
Mooring
Lines and wires
should not look like this
Stopper line frayed/unravelled and weak
Failure of the stopper line whilst under tension may result in
unexpected loads acting on the mooring line while it is
being manually belayed and endanger the crew who are either
holding the stopper line or handling the mooring line.
Mooring line surface showing evidence of heat damage
Heat damage can be caused through friction or direct contact
with external heat sources.
Generally caused by surging, and affected lines will show
glossy or glazed areas on the line surface.
A heat-damaged line is generally more seriously weakened
than commonly believed.
Pinching damage
Results in pulled or cut yarns, which directly affects the
strength of the mooring line.
77
Mooring
appendix
Cut strand on a braided nylon line
Like cut yarns, cut strands have a direct though more
serious effect on the line’s strength.
Mooring lines stained with grease
Contact with chemicals may cause deterioration of the line.
When it is likely that a line will get in contact with grease
from winches, roller fairleads and so on, select lines with
good chemical resistance.
If a line passes along/over/around greased fittings and
equipment, those involved in maintenance/greasing
should be instructed to remove excess grease/oil.
Mooring lines stained with paint
Contact with chemicals such as paint may cause
degradation and should be avoided.
Contact with paint can cause the line to harden, which
affects its grip on the drum end.
Mooring line stained with fuel oil
Oil and petroleum products generally do not affect
synthetic fibres, but should be avoided and may cause
pollution when lines have absorbed oil and are then
dropped into the sea.
78
appendix
Mooring
Buried turns
Improper reeling or spooling (without the right pretensioning) causes the tensioned part of the mooring line on the
dedicated winch to become buried underneath the underlying turns.
If not noticed in time, buried mooring lines may be dangerous for the linesmen as the line initially pays out when
slacking away for letting go, but when wound/spooled back
onto the drum, it will continue to turn in the slacking away
direction if the line has not been freed in time.
Improperly spliced wire mooring line
Splicing generally reduces the strength of the wire by 10%.
Ensure that the correct method of splicing is used (contact
the manufacturers).
Good practice requires a number of five full and preferably
two additional half tucks in a wire.
Synthetic mooring line heaved tight on the storage section
of a split-drum type winch.
Fairlead rollers being “strangled” in order to improve
the incoming angle on the winch drum
Strangling the roller causes the mooring line to chafe.
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Mooring
appendix
Improper spooling of wire line
Wire mooring line irregularly/unevenly spooled onto the
winch drum.
Note crossed wires in underlying layers which are severely
damaged or crushed by upper layers of the wire.
Abrasion damage to mooring lines from frozen fairleads
Chafing between a mooring line and other equipment
such as cocks and fairleads causes surface abrasion.
Rust or evidence of wear may be an indication that the
rollers do not rotate freely.
Mooring wire and lines through same Panama lead
Friction or chafing between mooring lines and mooring wire
causes damage from surface abrasion and contamination of
the line.
The lubricated mooring wire leaves grease deposits on the
panama lead and stains mooring lines with grease residues.
80
appendix
Mooring
Kinks
Kinks cause permanent distortion of the strands and
seriously affect the line’s strength.
Kinked lines should be removed from service until they
have been examined and properly repaired. Despite being
repaired, this line has been weakened.
Expect kinks to cause about 30% reduction in strength.
A kinked line means poor contact between line and drum
end surfaces and may cause the mooring line to slip.
Chain stopper for stoppering mooring lines
Fibre line stoppers should be used for stoppering fibre
mooring lines.
Using chain for stoppering might cause crushing and
pinching damage to yarns and strands when tension
comes on the chain stopper.
Mooring line chafing against winch structure
Lines not paid out properly may rub on the ship’s structure
(winch frames, platforms, etc.) involving a considerable risk
of damage through chafing, abrasion or cutting.
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Mooring
appendix
Excessive clearance between roller and pedestal table,
two lines acting on the same roller
This indicates that the roller pin is worn, meaning it will
have lost part of its original strength and may fly back when
under tension.
Allowing two lines on the same roller is very bad practice
as it may result in overloading the roller/pedestal fairlead
and chafing between the two mooring lines.
Chafing damage to line due to rust
Rusty, knife-edge flakes on the storage drum cause chafing
damage and accelerated wear on the mooring line due to
contact during operation or as a result of vibration.
82
appendix
Mooring
Unsafe or damaged
equipment
Extreme wear and grooving on rollers
Grooving over part of the surface of the roller indicates
that the roller is frozen and that the line/wire is always
chafing against the roller in the same area.
Grooving or corrosion and scale accelerates damage to the
mooring lines/wires.
Generally, and when under tension, lines/wires will tend
to settle in the groove which will cause further/accelerated
wear to the grooved surface.
Extreme grooving in button type roller fairlead
The depth and size of the groove indicate that it has previously been used for wire lines, which might cause bird
caging or corkscrewing when new wires are installed.
If the fairlead is subsequently used for lines with a different
diameter, the sharp edges of the groove will damage the
line through abrasion and chafing.
Eye screw pin of D-shackle for connecting the line stopper
to the stoppering eye/lug not properly fitted.
83
Visit www.seahealth.dk
Mooring – do it safely is a new guide to an old and crucial maritime operation.
The process of securing a ship is as old as sailing itself but there are few areas on
board which appear so frequently in accident reports.
This publication is a document of instruction and technique but is also intended as
a trigger for discussion, making the regular questioning of changes and challenges
an important part of mooring routines.
In the publication you will also find checklists, agendas and posters for motivation
and discussion on board.
We hope Mooring – do it safely will motivate a fresh, new approach to the ancient
practice of mooring.
Seahealth Denmark
Amaliegade 33B, 2
DK-1256 Copenhagen K
www.seahealth.dk